Freight-car.



PATBNTBD APR. 2,1 190s. No' 72'5849 H. R. KBITHLEY.

FREIGHT GAR. APPLICATION FILED DBO. 17, 1902.

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PATENTED APR. 21, 1903.

H. R. KEITHLBY. FREIGHT GAR.

APPLICATION FILED DEO. 17, 1902.

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UNITED STAT-ns PATENT OFFICE.

HERBERT R. KEITHLEY, OF BUFFALO, NEW YORK.

VFatalerrr-GAR.

SPECFICATION forming part of Letters Patent N0. 725,849, dated April 21, 1903.

Application led December 17, 1902. Serial No.135,486. (No model.)

T0 all whom, it may 0071.007171.:

Be it known that I, HERBERT R. KEITHLEY, a citizen of the United States, residing at Buffalo, in the county of Erie and State of New York, have invented new and useful Improvements in Freight-Cars, of which the following is a specification.

This invention relates to a metal railwaycar which is built up of ordinary commercial rolled shapes and plates, and more especially to a gondola car.

The object of the present invention is to producea light and strong gondola car which is composed of few parts and has great carrying capacity and great strength and rigidity to withstand the shocks and strains to which it is subjected in use.

In the accompanying drawings, consisting of three sheets, Figure l is a side elevation of one-half of a gondola-car body embodying the invention. Fig. 2 is a longitudinal vertical section in line 2 2, Fig. 3. Fig. 3 is a bottom plan view thereof. Figs. 4 and 5 are transverse vertical sections, on an enlarged scale, in lines 44 and 5 5, Fig. 3, respectively. Fig. 6 is a detail sectional view, on an enlarged scale, showing the lower portion ot` the plate-girder side'and floor connection. Fig. 7 is an enlarged d etail section of the transom, showing the manner of connectingr the same with the center sills. l

Like letters of reference refer to like parts in the several figures.

The car-body is composed of vertical sides and ends connected by a horizontal iioor or bottom. The sides, which are in the form of plate-girders, are supported by holsters arranged in the usual relation and carry the main part of the load of the car between the holsters. Two longitudinal center'or draft sills are employed, which whilethey supplement the plate-girder sides and carry a portion of the load on each side of the two bolsters are comparatively light beams and chiefly intended to resist aud transmit the draft strains and bufng-shocks. The webplates of the plate-girder sides extend down below the floor-line and below the lower or tension flanges of the girders between the bolsters and are connected together and to the center sills by transverse transorns, which serve to distribute the load and stresses from the center sills to the `plate-,f rirder sides.

A represents the longitudinal sides of the car, B the ends, and O the horizontal floor or bottom, which connects the sides and ends of the car. Each side is in the form of a builtup plate-girder, having a vertical web plate or plates and upper and lower or compression and tension flanges formed by anglebars riveted to the web-plate. The upper flange a preferably projects outwardly from the web-plate. The lower or tension flange of the side girder comprises an angle-bar a', which is riveted to the inner face of the girder Webplate and extends horizontally from end to end of the girder, withfits inwardly-projecting horizontal flange in a plane above the tops of the body-bolsters, so as to rest thereon to support the girder. The horizontal lianges of the tension-angles lie in a plane below, extend beneath, and form the support for the car-floor. The tloor and its load thus rest directly on the horizontal flanges of the tension-chords and the connection is stronger than if'the iioor extended beneath the flanges and was carried by the heads ofthe rivets securing it to the tensionchords. Besides the angles a other angles a2 are employed, which are arranged on top of the floor and riveted to the floor, angles a', and sides ot'V the car. These angles 0.2 supplement the angles a and increase the metal section and consequently the strength of the tension-chords. The upper angles a2 also cover the spaces between the floor and sides of the car and prevent moisture, acids,&c., from finding their way to the lower tension-angles a and corroding the latter. The ends of the floor are secured io the end walls of the car by the usual angles d3 or in any other suitable manner. The web-plates of the sides are deepened or have integral extensions between the body-holsters, which project down below the tension-chords and lfloor-level. There are no flanges or angles at the lower edges of these web-plate extensions. 0.4 represents upright web-stieners, which are riveted to Web-plates of the girder sides and eX- tend from the upper flanges to the lower edges of the girder-webs and web extensions.

D D represent longitudinal center or draft IOO y The plate CZ extends from one bolster to the other and the plates d from the holsters to the ends of the car. These plates serve to cover the longitudinal space between the sections of the floor, which is divided longitudinally beneath the plates d'.

The bolsters, which are arranged in their Yusual relation near the ends of the car, are

connected rigidly to the center sills and project at their ends beneath the lower inwardlyprojecting tension-flanges of the plate-girder sides to support the latter. Each bolster (see Figs. 2 and 4) is composed of upper and lower or tension and compression members E E', which extend continuously or unbroken from one end to the other oi' the bolster, respectively above and below the center sills, and vertical members e, which connect the upper and lower members between the center sills and ends of the bolster. In the construction shown the tension member E is in the form of a plate arranged below the car-floor. The floor being longitudinally divided is not relied on to resist the tension stresses in the bolster. The compression member E is formed by a channel-beam arranged with its flanges extending downwardly, the end portions of the flanges being preferably removed. The vertical connecting members are formed of channel-beams having their lower flanges removed. They are secured to the compression member by angles e and are connected tothe tension member of the bolster by rivets passing through their upper flanges. This construction enables the ends of the bolster to be made of less depth than the center portion, and as the side girder rests on the upper integral flanges of the vertical chaunels the load is supported directly by these flanges and is distributed direct to the channel-webs, thereby avoiding excessive sheering stresses concentrated on a few rivets which would result from using riveted angles instead of the integral channel-flanges. The connection of the bolster and center sills is preferably strengthened and the bolster stitened centrally by short channel-beams e2, arranged inside of and against the center sills, and plates es, riveted, respectively, to the upper and lower faces of' the tension and compression members of the bolster.

Transverse transoms extend across the car between the holsters and are securely connected at their opposite ends to the depending Web-plate extensions of the girder sides.

One of the transoms is shown in the drawings at F. It consists, preferably, of a channel-beam of greater depth than the center sills arranged with its web vertical and flanges horizontal. The transom-Web is provided with openings through which the centersills pass, and the upper flange of the transomchannel between the center sills is removed.

f represents a flat bar or plate which is riveted to the upper flange of the transom and extends from the tension-flange of one girder side to the other, forming a continuous upper compression-flange for the transom. The transom and center sills are securely connected at their point of intersection preferably in the manner shown in the drawings, which is as follows: f', Figs. 5 and 7, represents channelpieces between the center sills having their flanges riveted to the latter and their webs riveted to the webs of the transom. f2 is a horizontal angle-plate between the center sills and having its flanges riveted to the webs of the transom and channelpiecesf' and to the barf on the upper flange of the transom. A filler-platef3 is interposed between the transom-web and one channelpiece below the horizontal angle-plate. f4 represents vertical angle-plates arranged outside of the center sills and riveted to the latter and to the transom. The ends of the transom are rigidly connected to the depending web-plate extensions of the girder sides by angle-plates f5, riveted to the transom and Webplate extensions, or in any other preferred manner. The transoms support the center sills between the holsters and distribute the floor load directly from the center sills to the plate-girder sides.

Each end sill, as shown in Fig; 2, is preferably constructed as follows: Gr represents a channel-beam arranged with its web vertical and flanges extending inwardly. The channel-beam is connected to the end of the carfloor, which projects beyond the end wall of the car, by an angle-barg. The upper flange of the channel-bealn is connected to the end wall by an angle-bar g.

H represents transverse floor-beams, preferably channel-beams, which extend from the depending web-plate extensions of the plategirder sides to the center sills between the bolsters and transoms. They are connected to the webs of the center sills and to the webplate extensions of the sides by angle-plates h.

I claim as my inventionl. In a car, the combination with body-bolsters, of plate-girder sideshaving lower or tension flanges located in a plane above and resting on said bolsters, and a floor arranged in a plane above and resting on said tensionfianges, substantially as set forth.

2. In a car, the combination with body-bolsters, of plate-girder sides having lower or tension flanges formed by angle-bars riveted to the web-plates of the girder sides, said flanges being located in a plane above and IOO IIO

tension fianges located in a plane'above andv resting on said holsters, a floor arranged lin a plane above and resting on said tensionanges, the web-plates of said girder sides extending below said tension-flanges, and transoms extending beneath the floor and having their opposite ends secured to said web-plate extensions of the girder sides, substantially as set forth.

5. In a car, the combination of holsters, plat e-girder sides supported by said holsters and havingparallel compression and tension flanges and web-plate extensions depending below said tension-flanges between the bolsters, and continuous transverse transoms secured at their ends to said web-plate extensions of the plate-girder sides, substantially as set forth.

6. In a car, the combination of holsters, plate-girder sides supported by said holsters and having parallel compression and tension flanges, and web-plate extensions depending below said tension-flanges between the bolsters, said tension flanges projecting inwardly, a floor supported by and secured to said tension-flanges, and continuous transverse transoms secu red at their ends to said web-plate extensions of the plate-girder sides, substantially as set forth.

7. In a car, the combination of plate-girderA sides having parallel compression and tension flanges and web plate extensions depending below said tension-danges, said tension-flanges consisting each of two angle-bars, a floor, the side edges of which extend between the angle-bars forming the tensionflanges, and rivets connecting said flangeaugles together and to said floor, substantially as set forth.

S. In a oar, the combination of plateigirder sides, transoms formed of fianged beams secured at their opposite ends to said girder sides, center sills which extend from end to end of the car and pass through openings in the webs of said transoms, and plates connecting said center sills and transoms, substantially as set forth.

9. .In a car, the combination of plate-girder sides, transomsformed of channel-beams having unbroken lower flanges and secured at their opposite ends to said girder sides, center sills which extend from end to end of the car and pass through openings in the Webs of said transoms,and plates connecting said center sills and transoms, substantially as set forth.

l0. In a car, the combination of plate-girder sides, center sills extending from end to end of the car, transoms formed of fianged beams secured at their opposite ends to said girder sides, said transoms having openings in theirV webs through which said center sills pass, and plates riveted to the upper flanges of the I.transoms and extending acrosssaid center sills, substantially as set forth.

1l. In a car, the combination of center sills jand a bolster which is of greater depth at its central than at its end portions and which com prises acontinuouslower member extending from end to end of the bolster below thev Vcenter sills, and a continuous upper member .extending from end to end of the .bolster v,above the center sills, and vertical members connecting said upper and lower members at opposite sides of said center sills and having integral upper flanges riveted to said upper plate, and side girders which are supported on said upper flanges of said vertical members, substantially as set forth.

12. The combination With-the end wall of ra car and the bottom projecting beyond said ,end wall, of a channel-beam arranged'with lits web vertical and connected to the projecting end of said bottom and its fianges extending horizontally, and an angle-bar secured to the upper flange of said channel-- beam and to the said end Wall, substantially as set forth. Y

13. The combination of side-supporting members, and a continuous transom connecting said side-supporting members and 'consisting of a fianged beam having an unbroken lower flange, and being slotted for the 'passage of center sills, and a plate secured to the upper ange of said transom-beam, sub- Witness my hand this 12th day of Decem-Y ber, 1902. f'

HERBERT R. KEITHLEY. Witnesses:

JNO. J. BoNNER, OHAs. W. PARKER.

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